Engine temperature control device



March 16, 1937. c. DANUSER ET AL 2,074,168

ENGINE TEMPERATURE CONTROL DEVICE I Filed Nov. 20, 1953 2 Sheets-Shet 1s cH DQnUseY' March 16, 1937. C, DANUSER HAL 2,074,168

ENGINE TEMPERATURE CONTROL DEVICE FiledJJpv. 20, 1933 2 Sheets-Sheet 2MVWM m Ar+m Patented Mar. 16," 1937 UNITED STATES 2,074,168 ENGINETEMPERATURE CONTROL nEvroE Caflisch Danuser, Zurich, and Felix G.Danuscr,

Trogen, Switzerland Application November 20,- 1933, Serial No. 698,920

In Switzerland March 1, 1938 1 Claim.

The invention relates to improvements in means for maintaining theliquid in water cooled internal combustion engines at a suflicientlyhigh temperature during extremely cold weather, to

5 prevent the same from dropping below a certain temperature andpossibly freezing.

The primary object of this invention is the provision of an improvedheating system which may be used in connection with the cooling systemof an internal combustion engine or the like, including means forautomaticlly operating the heating system for raising the temperature ofthe water in the cooling system when the atmospheric temperature is lowenough to chill the water in the cooling system below a predeterminedtemperature.

A further object is the provision of a hydrocarbon burner of suitableconstruction, special means being provided to prevent accidental firedue to the flame of the burner.

A. further object of this invention is the provision of a heatingarrangement for water cooling systems of engines, embodying means forautomatically regulating the fuel feed for the heating system, and meansfor igniting the same.

A further object of this invention is the provision of a thermostaticcontrol arrangement for the automatic regulation of the fuel and theigniting thereof.

A still further object is the provision of mean to automatically switchoff the battery after initial ignition has taken place and moreover toswitch ofi the battery as soon as the supply of liquid fuel to theburner ceases.

The invention moreover relates to means for ensuring a steady flow ofliquid fuel to the burner.

A further object of the invention is to obviate any possibility. of thefreezing of the water in engine cooling systems, while doing away withall the ineffective expedients for maintaining water in cooling systemswarm, during jcold' weather, such as covers and alcohol, and otherpreventatives mixed with the cooling fluid. The

automatic control arrangement prevents chilling of the cooling liquid,and consequently saves fuel and electric'current in that starting of thevehicle is rendered very easy.

Other objects and advantages of this invention .50 will be apparent fromthe following detailed description.

In the accompanying drawings, forming a part of this specification, andwherein similar reference characters designate corresponding partsthroughout the several views,

'pump operated water cooling type.

Fig.1 is a fragmentary view partly in section of part of a motor carshowing the motor and the relation of the details of the heating systemthereto.

Fig. 2 is a sectional elevation of the boiler and the burner.

Fig. 3 is a substantially transverse sectional view taken on linesIII-III of Figure 2. Fig. 4 is a substantially transverse sectional viewtaken on lines IV--IV of Figure 2.

Fig. 5 is a diagrammatic showing of the electrioal connections.

In Fig. 1, A denotes an internal combustion engine having a coolingsystem of any conventional construction connected therewith, which maybe of the thermo-syphonic type or of the Arranged at a suitable place inthe cooling water system is a mercury thermostat having fused incontacts and constituting one of the means for regulating thetemperature of the cooling water. C through which the cooling wateror apart thereof circulates is provided in the system, said boiler whenheated by liquid fuel burner i (Fig. 5) being adapted to raise thetemperature of the water when the water has dropped beyond apredetermined temperature. From a container D liquid fuel is fed to theburner l by a pump E.

The heating unit comprises the burner I adapted to consume liquid fuelsuch as petrol, benzine, etc. The liquid fuel is fed by a pump E from astorage tank D which may be placed in any suitable position in the motorcar. The burner I! per se may be of any well known construction. Thefuel enters by a pipe 5, Fig. 2, into a ring l and through it to theevaporation chamber 40, in which the evaporation takes place. The vaporpasses through a nozzle 2 into the central tube ti and escapes into thecombustion chamber M. A needle 3 is provided within the nozzle 2 whichis slidably arranged in a tubular extension M. A coiled spring 3a tendsto hold the needle in its lowermost position. The shaft of the needleends in a bolt t by which the needle may be introduced into the nozzle.By means of the needle 3 the nozzle 2 may be cleaned and kept open.

The tubular boiler C houses vertical ilues ll which extend from thecombustion space, pass through the water space of the boiler and throughwhich the hot gases from space t2 escape. At the upper ends of the fiuesI1 .is a chamber I3 which is provided with outlet openings ii. A shieldit placed above said openings spreads the escaping streams of hot gases.

A boiler which preheats the fuel.

The boiler C is provided at its lower end with a housing 3 enclosing.the burner and within which is suitably mounted an electric resistancewire 30 (Fig. 5), said resistance wire being used to start theevaporation of the liquid fuel. An-

other heating wire 3| is provided in series with resistance 30 andadapted to ignite the vapours escaping from the evaporation chamber. a

The boiler C together with the burner is completely covered with a wirefabric F of very fine mesh to prevent the flame of the burner I fromigniting gases outside the boiler C. The water space of the boiler isprovided with an inlet I5 and an outlet Hi, to which pipes of thecooling system of the engine are connected. The water passes over thehot walls of the fiues l1 and thence through the water jacket of themotor cylinders.

The fuel pump E is of known construction and comprises preferably amembrane (not shown) operated by a solenoid (not shown) by which theliquid is drawn from the tank D and forced to the burner I. In the pipe5 a controlling device 20 is located. This device comprises a filter 22.The said filter comprises one or more superposed layers of felt discs 22and metal fabric. The filter steadies the fiow of the liquid fuel to theburner in such a manner, that the strokes of the membrane have noappreciable influence on the flame of the burner, the flame burningwithsubstantially uniform intensity. Between the burner and the pump Ethe pipe 5 is coiledat 2|. The heat produced by the burner is nottransferred to the pump E, because heat that is transmitted from theburner will be dissipated in the liquid; the pipe 5 being cooled down,particularly in the coils 2|.

As shown in Fig. 5 a mercury thermostat 24 is provided with threemetallic contacts 25, 26 and 21 which are fused into the tubular part ofthe thermometer at different distances from the bulb. The contact 25 isconnected to the earth, that is, to the frame of the car to which theone pole of the battery 28 is connected. The other pole of the batteryis connected by a wire 45 to the armature 46 of relay 34 arranged at R.The armature 46 co-operates with a contact 41 connected with one end ofthe resistance 30 The resistance wire 3| is connected to :earth at 3 andis in parallel with the circuit 48 in which a bi-metallic thermostat 32is arranged. The circuit 48 also comprises the winding of the relay 34by which the armature 46 is controlled.

The battery 28 is also connected by wire 50 to the windings 35 and 36which are arranged on relay core 5|. The windings actuate the armature52 which cooperates with the contact 53 controlling circuits 48 and 55.In the circuit 55 a bi-metallic thermostat 33 is arranged forcontrolling the circuit including pump E. On the core 5| is a furtherwinding 31 one end of which is connected to earth while the other end isconnected by the wire 56 to a generator of electrical energy 29. Thelatter is driven by the engine by any suitable means.

The operation of the device is as follows. If the temperature of thecooling water has dropped so far that the mercury has fallen belowcontact wire 26 and the battery is switched on, no current flows throughthe windings 35 and 36. While the engine is at rest, the generator 23produces no current and no current therefore flows through the winding31. The armature 52 of the relay is consequently not attracted andcloses a circuit from grounded battery 23, wire 45, armature 52, contact53, through relay 34, conductor 43, and thermostat 32, to ground. Thebimetallic thermostat 32 not being heated closes this circuit whereuponrelay 34 becomes energized and closes a circuit from grounded battery23. through armature 46, contact 41, the heating element 30, and thecoil 3| to ground. The heat produced by the element 30 acts on thethermostat 33, causing the latter to switch in the pump E, the circuitextending from ground, through E, 33, 55, '52, 45, to groundedbattery23. The pump feeds fuel to the burner I, the fuel being vaporized byelement 30 and ignited by coil 3|. The water is then heated by the gasesof the burning fuel. After a time, the thermostat 32 being near theflame of the burner I, is heated, thereby opening the circuit of relay34, which in turn opens the circuit including the resistance 33 and thecoil 3|.

As the temperature of the cooling water rises the mercury makes contactwith the wires 26 and 21 respectively, causing a current flow throughthe windings 35 and 36. Said current flow in turn energizes the core 5|,which attracts the armature 52 and then breaks contact 53 in thecircuits of pump E and of relay 34. The flow of fuel to burner I will bestopped and relay 34 cannot be reenergized to close the heating circuiteven if its circuit were closed by thermostat 32.

It is to be noted that the current flow in winding 36 is not alonesufficient to actuate the armature 52 but requires the cooperation ofthe flow through winding 35. Consequently the circuit is not broken at53 until the cooling water attains temperature corresponding to thelevel of lead On the other hand, winding 36 has sufiicient force toretain the armature against the core 5|. once the armature has beenattracted by the core. As a result, the pump circuit will not be opened,until the temperature of the cooling water falls below thatcorresponding to the level of lead 26.

As shown in broken lines a solenoid 38 may be provided to actuate theneedle 3. When the thermostat 33 is cold and keeps its upper contactclosed and the relay contacts 53. 52 are closed, the solenoid 38receives current from battery 23.

It will be clear from Figures 2 and 5 that the solenoid when energizedcauses movement of the needle 3 against the action of spring 30. andthen causes the needle to enter the opening of nozzle 2 to dislodge anysolid matter which may have collected therein.

The winding 31 which receives current from.

the engine driven generator 23 counteracts the eifect of the windings 35and 36 with the result that contact 5253 closes causing the pump circultto remain open and the pump E to stop. whereupon the cooling waterpasses directly to the running engine and the burner ceases to supp yheat.

Various changes in the shape, size and arrange ment of parts may be madeto the form of the invention herein shown and described, withoutdeparting from the spirit of this invention or the scope of the claim.

What we wish-to claim Letters Patent is:-

In a heating device for maintaining the cooling and secure by U. S.

2 water of an engine cooling system between prethe engine coolingsystem, a liquid fuel burner for said boiler, an electric motor drivenpump for feeding liquid fuel to said burner, an electric resistance forvaporizing said fuel, an electric resistance for igniting said fuel, afirst thermo stat adjacent said burner, a second thermostat adjacent thefirst mentioned resistance, a relay, a circuit controlled by said relayincluding said resistances in series, a second relay having threewindings, a thermostat in one 01' said water connections controlling thecircuits of two of said windings, an engine-driven generator controllingthe third winding, a circuit for controlling the energization of thefirst mentioned relay including the first thermostat and a contact ofthe second relay, ,a circuit for the pump motor including the secondthermostat and the contact of said second relay, an electromagneticallyoperated cleaner for the burner nozzle, and a circuit for said cleanerincluding the second thermostat and said second relay contact.

